It's possible that the 4000 drivers were not installed when you loaded the software. Run the installer again and choose modify. Make sure you select the 4000 scope from the dropdown and then also check the box for install for other devices. This will make sure the driver is installed.

Then plug in the scope without the software running and go through the found new hardware wizard choosing the automatic options.

If that doesn't work...

You might try going into device manager and see if you can see the device there. Unplug and plug it in to see which device under USB appears.

Then uninstall that device in device manager. Now close out device manager and detach the scope. Plug it back in and go through the found new hardware wizard, choosing the automatic options. Let it finish and wait a moment to see if it repeats.

Then start PicoScope and it should communicate with the scope.

Feel free to call me and I may be able to help you over this hump.
_________________
Tom Roberts
(The Picotologist)
http://www.autonerdz.com877-628-4899 toll free US and Canada
skype: autonerdz
THE PicoScope Automotive Authority
In North America

GUEST was me "rice racing" I was wonder why I had to fill in the spam bot each time I posted lol... ah 1.30am here prob has something to do with my oversight to log in!

The version I had 6.2.2.2 did not work on my lap top, the latest works a treat my dealer was up at 10pm his time to give me a quick response on this, got to say thanks to him and also all who responded super fast on here too!

Big few days of testing on my race car in the next few days so needed to get over this hurdle, now I am on my way

I had a play this morning but I am so out of my depth its not funny ! (electricity is not my strong point) Anyway I got the inductive probe to work and did a simple test of primary current for both front and rear rotors on the trailing spark. (my new system I developed).

Here is a picture of them *capture* this is a racing CDI multi spark system with coil on plug set up & 1200rpm fast idle speed.

New purchase has paid off for itself already I with my 1 day skilz lol diagnosed that my leading spark plug was not firing (no primary current or voltage) and was a wiring mistake on my behalf trying to be clever and used a second channel on the twin channel CDI for that specific plug. Could not really tell a difference in running of engine as it has 2 spark plugs per combustion chamber and the trailing one was doing all of the work. But once I did the wiring change the non working plug started working and there was an improvement in the exhaust gas temperature reading for that cylinder

I was worried if I would find value in getting this thing but after just one day with my limited skills I can say I am one happy man buying this pecoscope.

This is picoscope testing of my CDI system, for current flow, primary voltage, secondary burn time, number of spark restrikes.... works well even a newb with electricity like me can figure it out

Burn time is roughly 420us or .4 milliseconds and there is 6 separate restrikes at 1000rpm over roughly 5 milliseconds per cycle. System pulls about 25 amps of first spark and 13 amps for the restrike sparks.

That is enough for one day! need to let my brain adjust to the new system and I look forward to getting some decent information out of it once I learn how to use it.

Can someone please have a look at this screen shot of my injector/s. I have a problem with idle and random lean operation this has recently started to happen at part throttle too!@ on a fully tuned map... this issue is not there at full load and boost condition.

From my understanding the injector should stay pulled to ground 0.0v for the inj open time and the current should ramp up much faster.

I am using a FJO Electronics Peak and Hold Injector driver, as my ECU has only high impedance injector drivers but I am using low impedance higher flow injectors............ I am about to pull this box out and put in a resistor pack as it looks faulty to me. Am I missing something here?

RICE RACING wrote:Can someone please have a look at this screen shot of my injector/s. I have a problem with idle and random lean operation this has recently started to happen at part throttle too!@ on a fully tuned map... this issue is not there at full load and boost condition.

From my understanding the injector should stay pulled to ground 0.0v for the inj open time and the current should ramp up much faster.

I am using a FJO Electronics Peak and Hold Injector driver, as my ECU has only high impedance injector drivers but I am using low impedance higher flow injectors............ I am about to pull this box out and put in a resistor pack as it looks faulty to me. Am I missing something here?

You mention peak hold injector driver, but that pattern you have posted is not representative of a peak hold strategy. 5+ amps is an impressive amount of current for a saturated switch strategy but we have little way of knowing if your control module is designed to handle it or not. The rise in control voltage at the bottom of the pull down section of the injector voltage pattern suggests it may not. You shouldn't hit 0 volts as the driver itself will have it's own inherent voltage drop but it should be close and you will also have a rise but I doubt it should be that much.

This is a speed-density system that you have created your own fuel/timing maps?

One suggestion to acquire more "text book" patterns it so bump up your Requested Number of Samples from 50K to something higher such as 2MS or so. Play around with it to find the best results.

Here is the reply I got from FJO (please note) my ECM does not drive low impedance injectors so I use one of their converter boxes (P&H) driver in between the ECM inj signal out to the injector/s.
Peter,

The reason the injector current rises in a slope is because it is an inductor. Current through an inductor does not turn on/off instantly, that is the electrical properties of an inductor. This will also vary depending on the inductance and resistance of the injector as well as the supply voltage. The box is connected to the ground side of the injector and controls the current at that end so the voltage is irrelevant. However, you will see some voltage at the ground because there is always some ground resistance. With 4A and 1.4v you have a ground resistance of 0.35 ohms. This includes the ground resistance where the driver is grounded. The current measurement depends on how you are measuring it. The only accurate method is by using a fast response inductive pickup on the ground-side of a single injector. What is the injector pulse width during these random lean spikes?

I will go out this morning and change the sample rate higher and take another reading and post up that graph from you to look over.

When I increase the injector lag time in the ECU it seems to reduce this random problem (engine wanting to stall). I think if this persists I will simply eliminate the FJO box and simply use the resistors supplied by the ECM maker on the power supply side to each injector to limit the current the ECM will see. Apparently this is a poor way of doing things? so this is why I went with the converter box but it seems to be my issue or so it seems at this stage.

I wanted to ask of people who know, what my theory is that because the slope of the injector current is so slow it seems to me that when the engine wants to stall it is despite the trace showing the correct millisecond opening time that the physical response of the injector simply is not there and thus the engine leans out and wants to stop.

RICE RACING wrote:I wanted to ask of people who know, what my theory is that because the slope of the injector current is so slow it seems to me that when the engine wants to stall it is despite the trace showing the correct millisecond opening time that the physical response of the injector simply is not there and thus the engine leans out and wants to stop.

At what point on the current pattern do you feel the pintle is open and flowing fuel?